US2537637A - Railway vehicle suspension - Google Patents

Description

Jan. 9, 1951 J. E. CANDLlN, JR., EI'AL 2,537,637

RAILWAY VEHICLE SUSPENSION Filed D90. 6, 1946 7 Sheets-Sheet l l N v E N'TO RS JAMES E..CANI7L|N J2.

AND

IZOY W. DIZOWN gg/A z/ ATTORNEYS RAILWAY VEHICLE SUSPENSION 7 Sheets-Sheet 2 Filed Dec. 6, 1946 ,I'NVENTZOR'S ES E.CANDLINd12. AND

120v w. mzqwm ORNEYs Jan. 9, 1951 J. E. CANDLIN, lR., EIAL 2,537,537

RAILWAY VEHICLE SUSPENSION Filed Dec. e, 1946 7 Sheets-Sheet 3 NVEHTOIZS (JAM E.CANDLIN e12. AND

lZOY w. BROWN Z? 9 3% Jan. 9, 1951 J. E. CANDLIN, JR, ET AL 2,537,637

RAILWAY VEHICLE SUSPENSION Filed Dec. 6,- 1946 7 Sheets-Sheet 4 I I i I 1 l I 1-: 48 F1 /i :'k 3 ,53 42' 58 E SI 43 52 r i HT 45 q l N V E N TO RS 50 (JAMES EN%ANDLINcJR. 5 35 59/ QOY W. BROWN 5 BY f 5 s 5? :{1 1/1/1111 1 1/ /I ATTORNEYS '7 Sheets-Sheet 5 J. E. CANDLlN, JR, ET AL RAILWAY VEHICLE SUSPENSION Jan. 9, 1951 Filed Dec. 6, 1946 l N V E N TOIZS (JAMES BCANDLIN cJIZ.

ANI? IZOY W BIZOWN BY 5? 2 17 A -r o R N EYS Jan. 9, 1951 J. E. CANDLIN, JR, ETAL 2,537,637

RAILWAY VEHICLE SUSPENSION Filed Dec. 6, 1946 7 Sheets-Sheet 6 h l I xuvzu'roks I (JAMES, E.CANDL| N012. J I AND 120v w. bIZOWN N ATTOIZ H 5Y5 Jan. 9, 1951 J. E. CANDLIN, JR. ET AL 2,537,537

RAILWAY VEHICLE SUSPENSION Filed Dec. 6, 1946 7 Sheets-Sheet 7 INVENTORS cJAMES EACANDLIN U12 AND ROY W. BROWN u ATTORNEYS Patented Jan. 9, 1951 UNITED STATES PATENT OFFICE RAILWAY VEHICLE SUSPENSION James E. Candlin, Jr., Chicago, 111., and Roy W. Brown, Akron, Ohio; said Brown assignor to The Firestone Tire & Rubber Company. Akron, Ohio, a corporation of Ohio, and said Candiin, Jr., assignor to Pullman-Standard Car Manufacturing Company, a corporation of Delaware Application December 6, 1946, Serial No. 714,584

4 Claims.

This invention relates to spring suspension for railway cars with particular reference to installations of non-metallic air springs of the bellows type in swiveling car trucks of the present embodiment.

The principal object is to provide a, spring suspension designed to support the body of a car in present day high speed passenger train service in which safety, comfort and stability are of prime importance.

A further object of the invention is to reduce to a minimum the unsprung weight of the sus-.

pension and to adapt the arrangement for use in conjunction with journal boxes, bolsters, spring planks and side frames as employed in modern car truck construction.

Another object of the invention is to provide a spring suspension in which all of its parts are contained within the limits of size and movement prescribed by present railroad standard requirements.

A still further object of the invention is to provide a spring suspension in which auxiliary devices for the control of sidesway of the car body are dispensed with.

Another and important object is to provide a spring suspension in which means to prevent derailment of the truck is designed to permit cushioned support for the car body by portions of the spring installation in the event of failure of other of its parts.

The foregoing and other advantages looking to improved riding characteristics of railway car trucks and the reduction in weight of the spring suspension and equipment for use in light-weight high-speed trains, are achieved by the mechanism described in the specification and illustrated in the accompanying drawings, wherein Fig. 1 is a diagrammatic plan view of a car truck of the swiveling type arranged for the installation of non-metallic air springs at the bolster and journal box positions with the bolster spring positioned for outboard location oi the bolster swing hangers;

Fig. 2 is a side elevational view of the same and depicting diagrammatically the type of air springs employed at the bolter position and those supported upon the journal boxes, respectively, and the sources of air supply for the respective springs of the installation;

Fig. 3 is a view similar to Fig. 1 but showing in enlarged scale and greater detail the type of truck frame construction employed for the accommodation of the air spring installation and the means provided for supporting air springs at 2 the bolster position and at the journal boxes, with location of the bolster springs indicated for inboard and outboard positions of the swing hanger links;

Fig. 4 is a view similar to Fig. 2, showing the truck frame and journal boxes adapted forthe accommodation of air springs of the bellows type and the mounting of bolster supporting air spring superimposed on its reservoir base resting upon the spring plank suspended from the truck frame.

Fig. 5 is an enlarged vertical sectional view transversely of the truck taken on line 5-5 01' Fig. 4, showing an air spring unit in assembled relationship with the journal box and truck frame members and depicting the manner of supporting the spring upon a wing of the journal box adapted to receive it;

Fig. 6 is a similar view taken on line 66 of Fig. 4, showing a section longitudinally through the bolster and spring plank and depicting the bolster air spring bellows with its reservoir base supported upon the spring plank, the whole assembly being suspended from the truck frame'by swing hangers, the spring bellows being shown by full lines in its position for use with swing hangers inboard and in broken lines for use with outboard hangers and, for which purpose, the reservoir base in the present embodiment, is reversed to shift the bellows, and showing also the relationship of the car body to the truck;

Fig. 7 is a plan view of the air spring bellows and base unit adapted, in the present embodiment, to be reversed degrees to shift the bellows to one or the other of inboard or outboard positions of the bolster swing hangers with which it is to be used;

Fig. 8 is a front elevational view of the same;

Fig. 9 is an enlarged fragmentary vertical sec-' tional view taken on line 9-9 of Fig. 7, showing the base plate of the spring bellows supported upon concentric columns extending upwardly from the floor of the reservoir and the positioning of the bumper ring above the inner of said columns;

Fig. 10 shows an air spring unit typical of the suspension in accordance with this invention with the spring bellows superimposed on the reservoir base and fitted with flow control port means intermediate the bellows and reservoir.

Fig. 11 is an enlarged fragmentary view in plan showing, in the present embodiment, the means for supplying air to the bellows from an exteriorly placed reservoir; and

Fig. 12 is a side view of the assembly showing the spring on one wing of the Journal box' in elevation and the spring on the opposite wing in section vertically through the .bellows and chambered upper and lower rigid portions and depicting the air supply pipe connecting the two springs at their upperends and further showing the interfitting of such springs, truck frame and Journal boxes, with the springs disposed in the plane of and beyond the pedestals of the truck frame.

In the drawings, l represents the truck frame structure as a whole, ii the transoms connecting the frame sides l2, l3 the pedestal jaws for slidable engagement with the journal boxes ll mounted upon axles IS in wheels l8, as best shown in Figs. 1 through 6. The structure of the truck having the features named has been adapted for the installation of the form 'of air spring necessary to produce results peculiar to the present embodiment of the suspension. The particular type of spring herein disclosed embodies elements of the rubber air spring shown in patent to Roy W. Brown for Pneumatic Suspension Device No. 2,133,279 of October 18, 1938, modified for application to the truck assembly of this invention. In the application of the springs to the truck at the journal box positions the springs are formed with chambered upper and lower metallic or rigid members and 2|, respectively, and an intermediate, non-metallic flexible air bellows portion 22. The springs of each pair at each journal box It are charged with air from sources individual to the several pairs, such as the reservoirs 23 secured, in this embodiment, to the end sills I! of the truck frame I ii, and divided by wall 24 to provide air chambers 25 'and 28 for connection with the springs at respectively adjacent journal boxes on opposite sides of the truck. The springs on opposite sides of the individual boxes H on one side of the truck are coupled by air supply pipes 21 leading to spring air chambers 20 and respective chambers 25 of the reservoirs, the springs on the opposite sides of the truck being supplied from air chambers 26 of said reservoirs by similar pipes, so that the air pressure in the springs on opposite sides of the several Journal. boxes will be equalized and maintained independently of the air supply for the other spring assemblies, thus to prevent bottoming of the truck frame upon the journal boxes in the event of failure of the springs at other of such assemblies. Obviously. and within the scope of the invention, the air reservoirs 23 at the end sills may be dispensed with and the air chambers 20 of the springs at the journal boxes could be coupled directly to adjacent reservoirs in the frame side portions l2,

gravity of the car so desirable in high-speed streamlined train operation. The shock-absorbing and anti-body-rolling properties of the spring employed are self-contained in the load-carrying air-inflated bellows portion 22 of these springs and regulated by air-flow port control means between the bellows and reservoir and which may incorporate the valve mechanism disclosed in the Brown patent aforesaid.

Further to prevent the transmission of vibration from the wheels it to the car body through center bearing 6| on the truck bolster 3|, additional cushioning means is introduced between the springs at the journal boxes and the bolster in the form of unitary spring assemblies supported beneath the ends of the bolsterupon spring plank 32 suspended from truck frame transoms H by swing hangers 33 pivotally mounted in truck side frames l2, as best shown in Figs. 1 through 4 and 6. These springs are proportion-ed to function at relatively low frequencies designed to prevent synchronization with the springs at the Journal boxes to avoid transmission of galloping movements to the bolstar. The springs comprise the expansible nonmetallic air bellows portion 35, superimposed on a rigid surge chamber 36 of relatively large volumetric capacity and of substantially rectangular configuration and having length, width and height proportioned to determine the required rate characteristic of the bellows portion supporting the bolster. 'In the present embodiment the swing hangers 33 are shown suspended from brackets 29 extending inwardly from the side frame l2 and the bellows positioned to the right of the vertical central line through the surge chamber 35 as viewed in Fig. 6, but in circumstances requiring the placement of swing as an alternative disposition of the air supply.

For the purpose of retaining the spring elements in position at the journal boxes H, the boxes are formed or fitted with spring seat extensions 30 fore and aft of the boxes and the side frame I2 is formed or fitted ith depending flange portions 28 peripherally engaging the upper chambered portions 20 of underlying journal box springs to hold them in fixed upright relationship with the truck frame and boxes to utilize fully the inherent self-damping characteristics of the bellows sections 22 of the springs and to insure unrestricted sliding engagement between the pedestals l3 and the boxes under thrust of train movement and the load of the car, thereby to develop the low rate spring deflection values of this type of spring to permit reduction in the free height of the springs and therefore of the trues itself with resultant lowering of the center of hangers 33 outboard the side frames l2 with the hangers supported from brackets 34 extending outwardly from the side frame l2 as indicated in Fig. 6, the bellows 35 will be positioned at the left of the vertical central line through said surge chamber, as viewed in this figure. translation of the bellows 35 from the inboard position shown in full lines in Fig. 6, to the outboard position indicated in broken lines in this figure and in dotted lines in Fig. 1, is effected for the purposes of this embodiment, -by the converse positioning of the spring base or surge chamber 36 upon the spring plank 32. 'In truck construction where one or the other location for the swing hangers has been determined upon, the surge tank or base of a given volumetric capacity may be positioned upon the spring plank to permit placement of'the spring bellows portion 35 at a point as near centrally of the surge chamber 36 as practicable. As best shown in Figs. 8 and 9, the surge chamber 38 constitutes the base portion of the spring and is formed to support the bellows portion 35 and the load resiliently carried thereon. The base is of metal and of rugged construction comprising a floor plate portion 31, side wall plates 33, end wall plates 39, and top or cover plate portion 40, all of them edge-Welded to form an air-tight container of a strength suflicient to withstand air pressures, in this embodiment, of about pounds per square inch. For the purpose of supporting the bellows 35 with its imposed load, the base is fitted with supporting columns concentrically positioned upon the floor plate 31 and extending upwardly and through the cover plate 40, to a predetermined height above said plate for the support of the bellows. The base of the bellows amps? comprises the ring plate section 45 supported upon the outer column 4| and a port control valve head plate member 46 supported upon the relatively higher inner column 42 and secured peripherally to the circumscribing ring plate section 45 by cap screws 43, or the like, both members being welded to their respective supporting I columns, which themselves are welded to reservoir floor plate 31, the outer column 4| being further welded at an intermediate point to cover plate 40 for further stability, all as indicated in these figures. To further rigidify the reservoir structure to prevent bulging of the cover plate 40 under air pressure, tie plates 44 are edge welded to saidplate and the floor plate 31 of the reservoir and extend in spaced relation lengthwise of the tank between an adjacent end wall 39 and outer column 4|, and a relatively longer central rib plate 41 intermediate the tie plates 44 extending from said adjacent end wall 39 to said outer column member 4| and also edge welded to cover plate 40 and floor plate 31 of said reservoir 35. The reservoir is charged with air at the desired pressure from outside sources through couplings 48 secured in openings 49 in end walls 39 of the reservoir, the couplings being tapped, as at 50, to receive an air supply valve in a compressed air line. The expansible bellows portion 35 of the spring is held air tight to the base ring plate section 45 by bead ring 5| clamped to the base plate by L-head bolts 52, or the like, spaced at intervals about the ring. In similar fashion, the bellows is held to the spring cap plate 53 by bead ring 54 secured to the plate by machine screws 55, countersunk to facilitate assembly with the underside of the bolster 3|. To prevent injury to the bellows under excessive load or because of insufiicient air pressure in the spring assembly, rubber bumper ring 55 is provided to avoid complete collapse of the bellows by limiting downward movement of the spring cap plate 53 designed to support the load upon failure of the spring from any cause, but permitting adequate deflection of the bellows in the normal operation of the spring. The bumper ring is secured preferably to the valve head plate member 46 and disposed in the plan projection of the underlying inner column member 42 so that the thrust of the load upon the bumper will be transmitted through the column to the floor plate 3! of the surge chamber or reservoir 36, thence to the sprin plank 32, to swing hangers 33, to truck side frame l2.

Under the thrust of loads tending to shift the bolster 3| from the normal position indicated in Fig. 6, a movement to the left would cause the inclined bolster swing hanger 33 on the side shown to assume a greater angularity with respect to the spring plank 32 to shorten the hanger arm and compress the bellows 35 under the increased load imposed, whereby the spring on the opposite side of the truck will be relieved of a part of its load by the lengthening of the bolster swing hanger on that side and resultant lowering of the adjacent end of the spring plank. As the hangers 33 move from their normal inclined position under the load imposed by the swing hanger pivot 34a on bracket 34 or 23a on outer bracket 29, as the case may be, the spring is compressed as the angularity of the swing hanger increases to oppose movement of the spring plank and bolster towards the adjacent truck side frame l2 by a thrust in the opposite direction under the pentup energy of the spring. The force of the thrust upon said pivots subsides at a rate corresponding to the increase in the pressure on the spring until the limit of movement has been reached, whereupon the stored energy in the spring is released to restore the swing hangers, spring plank and bolster to their normal positions. In order to stabilize such movement to prevent excessive sidesway of the bolster and transmission of shock to the car body through truck bolster and body center bearings 6| and 62, respectively, shown in Fig. '6, the springs are fitted with control valve mechanism positioned between bellows 35 and surge chamber or reservoir 35 and may be of the type disclosed in the Brown patent aforesaid or the valve may take the form shown in Fig. 10 of the drawings, wherein a valve body 10 is provided that has two series of radially spaced ports 1| and 12 formed therein in spaced circumferential portions of the valvebody. Then sealing rings I3 and 14, respectively, are provided for the series of valve ports II and 12 so as to control flow of air therethrough, with the sealing rings being retained in sealing association with the valve body by spring strips 15 and I15 that are secured against the rings 13 and 14, respectively, by means of spider members 16 and H drawn against the spring strips 15 and I15 by a bolt 18. The sealing ring I3 is positioned on the upper surface of the valve body while the sealing ring 14 is positioned on the lower part of the valve body whereby pressure on the upper surface of the valve body will force the sealing ring 14 out of engagement with the valve body and permit air flow down through the valve when suflicient pressure is exerted on the valve due to load thrust. Similarly, the sealing ring 13 is resiliently positioned against the upper surface of the valve body so that pressure on the lower surface of the valve body can force such sealing ringout of sealing engagement with the valve body. Since kinetic load'conditions on the air spring bellows 35 will set up sudden increases in load on the valve, it is adapted to permit ready flow of air down through the ports 12 whereas flow of air upwardly through the valve, on rebound of the supported load, is controlled so as to be at a slower rate than flow downwardly through the valve whereby any desired differential of air flow through the valve may be set up by proper adjustment and arrangement of the springs 15 and I15. Air, of course, flowing through the valve, collects in the reservoir 36 for refiow upwardly through the valve into the air spring bellows.

The suspension utilizes springs of different frequencies, the vibrations set up at the wheels being' ofl'set by those occurring at the bolster and caused to be overlapped, thereby to prevent the building up of the combined recoil values of the springs at journal boxes and the bolster, so that the vibrations incident to the movement of the truck upon the rails will not be communicated to the car body. The tendency of the springs to upset under braking and starting thrusts or laterally when rounding curves will be minimized as a result of the lower center of gravity and lighter weight of the rubber air springs as distinguished from relatively high and heavier coil springs heretofore used.

What is claimed is:

1. In a rail car suspension, an air spring com- 7 thereof, a non-metallic resilient portion forming a bellows sectionof substantially circular configuration and of lesser volumetric capacity than the surge chamber superimposed on said cham-' ber, said bellows communicating with said chamber through a passage, 9, plate providing a base for said bellows section mounted on said columns, and air control valve mechanism in said passage intermediate said chamber and bellows section adapted to control the flow of air between said chamber and bellows.

2. In a rail car suspension, an air spring co prising a rigid metallic base portion of oblate configuration and having length, width and height to form a surge chamber of relativelylarge volumetric capacity, tubular columns extending upwardly in spaced concentric relationship from the bottom of said chamber to above the upper side thereof, a non-metallic resilient portion forming a bellows section of substantially circular configuration and of lesser volumetric capacity than the surge chamber superimposed on said chamber, said bellows communicating with said chamber through a passage, a plate providing a base for the bellows section mounted on said columns, air control valve mechanism in said passage intermediate saidichamberand bellows section adapted to control the flow of air between said chamber and bellows, and a compression bumper piece mounted on said plate in thrust relationship with the innermost of said columns.

3. In a rail car suspension, an air spring comprising a rigid metallic base portion of oblate configuration and having length, width and height to form a surge chamber of relatively large volumetric .capacity, tubular columns extending upwardly in spaced concentric relationship from the bottom of said chamber to above the upper side thereof, a non-metallic resilient portion forming a bellows section of substantially circular configuration and of lesser volumetric capacity' than the surge chamber superimposed on said chamber, said bellows communicating with anemia? said chamber through a passage, a plate providing a base for the bellows section mounted on said columns, air control valve mechanism in said passage intermediate said chamber and bellows section-adapted'to control the flow of air between said chamber and bellows. and a compression,

bumper piece mounted on said plate in thrusi relationship with the innermost of said columns about said mechanism.

4. In a rail car suspension, an air spring comprising a rigid metallic base portion forming a surge chamber of relatively large volumetric capacity, a tubular column extending upwardly from the bottom of said chamber to above the upper side thereof, a non-metallic resilient portion forming a bellows section ofsubstantially REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,130,656 Annable Mar. 2, 1915 2,021,797 Martin Nov. 19, 1935 2,129,910 Christianson et a1. Sept. 13, 1938 2,180,860 Brown Nov. 21,1939 2,226,605 Geyer et al. Dec. 31, 1940 2,284,253 Baselt et al May 26, 1942 FOREIGN PATENTS Number Country Date 307,154 Great Britain Mar. 7, 1929

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